Clutch mechanism for transmission-gearing.



c. w; PARKER. CLUTCH MECHANISM FOR TRANSMISSION GEARING'.

I h APPLI'CATIDNfILED JUNE], I911- 17? Patented Mar. 28

f 1 SHEEIS-SHEET 1 c. WLYPARKER. I CLUTCH MECHANISM FOR TRANSMISSION QEARINQ.

13w. PARKE- R. CLUTCH MECHANISM FOR TRANSMISSION '-GEARING.

APPLICATIONE FILE D JUNE-H1911.

I Patented Mai 2 8 1916.

- 7SHEETSSHEET 3.

INVENTOR c. W. PARKER. I CLUTCH MECHANISM FOR TRANSMISSION GEARING. APPLICATION FILED JUNE L 1911- 1,177,133. Patented Ma1228, 1916.

r SHEETS-SHEET 5 WITNESSES: Jam

c. w. PARKER. CLUTCH MECHANISM FOR TRANSMISSION GEARING.

APPLICATION FILED JUNE 7, 19

- Patented Mar. v28, 1916.

' 7 SHEETS-SHEET 6-- \NVENTOR c. w; PARKER. CLUT CH MECHANISM FOR TRANSMISSION GEARING. APPLICATION FILED JUNE 7. 1911. 11,17,133. Patented Mar. 28,1916.

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CLARK W.

PARKER, SPRINGFIELD, MASSACHUSETTS, MENTS, TO JAMES H. DUNE; F SPRINGFIELD,.MAQSACH'USETTfi assumes, an MESNE ASSIGN- GLU'ICH MECHAQYISM FOR TRSMISSEQN-GEARING.

To all whom it may concern Be it known that i, CLARK W. Pannnma I citizen of the United States ofAmerica, and

a resident. of Springfield, county. of Hamp den, and State of Massachusetts, have invented certain new and useful Improvements in Clutch Mechanism for Transmission-Gearing, of which'the following is a specification, reference being had to-the acforming v a.v part companying. drawings, thereof.

My invention relates to clutch mechanism for transmission gearing of the type employed to produce different speeds and in difierent directions which clutch mechamsrn is particularly applicable to some types of transmission h I gearing, employed in motor veices.

My invention also consists in novel fea tures of construction in relation to the clutch operating mechanism, and particularly in relation to yielding means employed between the clutch operating means and the clutch elements, all as will be fully pointed out hereinafter.

In order that my invention may be fully understood 1 will now proceed to describe a structure constituting an embodiment thereof, having reference to the accompanying drawings illustrating the same, and will.

then point out thenovel ,features in claims. In the drawings: Figure l is a View in horizontal longitudinal section through a. transmission gearing embodying my invention, the plane of section being indicated by the line 1-1 of Fig. 2.- Fig. 2 is a View in vertical longitudinal section therethr0ugh,-

the plane of section being indicated by the line 2-2 of-Fig. 1. Fig. 3 is a view in transverse vertical section therethrough, substantially upon the plane of the line 3-3 of Fig. 2. a Fig. 4 is a view in vertical transverse section therethrough upon the plane of the line 4-4 of Fig. 2. Fig. 5 is a fragmentary view outside of the casing, and in transverse section through the operating shafts for the-clutches, showing particularly certain parts in connection with a locking means for the clutch operating mechanism. Figs-6, 7 and 8 are detail views in side elevation of certain parts of the operating mechanism for the low speed clutch, the partsbeing shown in different positions 111.

the several views. Fig. 9 is a detail View mainly in side elevation of certain parts of relationship of the gearing.

Specification of Letters Patent. 7 Patgntgd M r 2% 191g Application filed Junef, ten.

, Serial No. earnesoperating the second speed clutch. Fig. 11 is a detail view in side elevation of certain of the parts for operating the reverse clutch. Fig. 12 is a diagrammatic view in development of. the gearing and clutches illustrating the For the better such relationship the shafts are disposed with theiraxes in a single plane instead of being arranged in a tr angular group, as in the actual structure illustrated in the other views.

The driving shaft 20 and the driven shaft 2 1 are arranged axially in line with each other, being mounted in suitable hearings in the casing For convenience of construction the forward end of the driven understanding of shaft may he telescoped within the rear end gear 26 which is secured" to rotate with the intermediate shaft 23. lioosely mounted upon the driven shaft 2.1,hut secured fasttogether, are two spur gears 2728. The teeth of the spur gear-'27 are arranged in mesh with the teeth of a complementary gear Wheel 29 upon the intermediate shaft 23, while the teeth of the spur gear 28 are arranged in intermeshing relation with the teeth of a complementary gear wheel 30 also loosely mounted upon the intermediate shaft 23. The intermediate shaft 23 carries secured to it, in addition to the spur gear 26, another gear wheel 31, and the'teeth of this gear wheel are arranged in mesh with a complementary gear wheel 32 secured fast upon the reversing shaft 24. Another gear wheel 33 is mounted loosely upon the reversing shaft 24, the teeth of this gear wheel being in intermeshing relation with the teeth of the spur gear 28 upon the driven shaft 21. In the diagrammatic view Fig. 12 the gear wheels28 and 33 do not appear to be in mesh, but this is because the axes of the shafts are not shown in their correct rela- I view mainly in side elevation of parts of the mechanlsm for and correctly shown.

- sliding engagement therewith so that it may tions. In the other figures, particularly in Fig. 4,the.,intermeshin relation is clearly ounted on the shaft 21, between the pinion 25 and the spur gear 28, is a collar 34. This collar is secured to rotate with the shaft but is mounted in ,have a limited longitudinal movement; with respect thereto. plurality of teeth or ]3.WS 35.such as constitute the moving element of a high speed or direct clutch, the relatively stationary The said collar carries a.

for the tr iinnions 46 of a rocker arm 47 One end of the rocker arm 47 is forked and partially surrounds-and engages a collar 48 with' which the gear 30- is provided, while the other end embraces the shipper rod 44.

- Mounted loosely upon the shipper rod 44 is a element for which comprises complementary jaws or teeth 36 secured tothe pinion 25.

I The collar 34 likewise carries at theother end thereof a set of jaws or teeth 37 arranged for engagement withcomplementary teeth in combination with the teeth 39 are.

teeth or jaws 38 carried by the spur gear wheel 28, the elements 37 and 38 constituting a clutch which is termed herein the indirect cr driven shaft clutch.

Secured fast to, or made. as-a part integral with the intermediate shaft 23, is a set of clutch teeth 39, and the gear wheels 29 and- 30 are each provided with a set of clutch teeth or jaws 40-41 for respective complementary engagement therewith. The clutch termed herein the intermediate or second speedclutch, while the teeth 41in combination with the teeth 39 are termed herein the j low or thirdIspeed clutch. The reversing shaft'24 is provided with a set of relatively stationary clutch teeth 42 secured fastthereto, or made as a part integral therewith,- the gear wheel 33 upon the reversing shaft being provided with a set ofclutch teeth 43 for complementary engagement with the clutch teeth. 42. The two sets of clutch teeth 42 and 43 are termed herein the reversing clutch. The main clutch is operated in one direction to produce high speed and in the'other, direction to produce an intermediate speed or reverse drive in connection with the clutches on one of the intermediate shafts, by moving the.

collar 34 longitudinally upon the -drivenshaft, while the intermediate or second speed clutch, the low or third speed clutch, and the reversing clutch are each operated by moving'the gear wheels 29--30 and 33 respectively along their shafts. I will now describe themeans byv which these longitudinal movements are brought about, and because of the greater simplicity of construction thereof, I will refer first of all to the clutch operating mechanism for the low speed clutch, the principal parts of which mechanism are shown in their various positions in withthe axes of the shafts.

Figs. 6,7, and8. I This mechanism includes a shipping rod 44 mounted to slide longitudinally in the casing 22 in a path parallel v Secured fast to this shipper rod is a bracket45, the extended end of which constitutes'a pivotal support thimble, plunger or sleeve 49, and a helical spring 50 surrounds the said sleeve and bears? -at one end against a shouldered portion thereof and at the. other end against a stationary collar 51 upon the said shipper rod.

The shipper rod, bracket and stationary col- 'the arm 47, will be moved bodily over to the.

right. But if on the other hand, the clutch elements are not ready fori such coengagement, the teeth '41 being out of line with the I spaces between the teeth 39, then upon movement of the shipper rod to the right, corresponding movement of the gear wheel 39 and the clutch teeth 41 carried thereby, will be resisted. The lever.47 will then rock about its fulcrum 46 iupon the bracket 45,

the end of the'lever 4? which surrounds the shipper rod being forced forward against the tension of the spring 50 which, in such movement of the rocking arm, will be com-.

pressed. Fig. 6 shows the parts in their normal inoperative 'or neutral positions,

while Fig 7 shows the parts in the positions they will assume when the shipper rod has been forced: over to the right in an operative movement without any corresponding movement havingbeen imparted to the gear wheel30and clutch" teeth 41. In the relative rotation of the .parts the clutch elements 39 -41, will thereafter be brought into register, and at such time the spring 50'wil1 immediately expand to rock the lever 47 in a reverse direction so as to throw the clutch element 41 into place. The parts. are shown in this position Fig. 8. Uponv moving the shipper rod to the left to disengage the clutch elements it will be noted that, the

bracket forms a solid shoulder or abutment for the rocking lever 47 so that the clutch teeth 41 may be positively withdrawnfrom their engagement with the teeth 39. It will also be noted thatin the normal condition of the parts the rocking lever 47 jrests against the bracket under the influence of the spring 50, the thimble, plunger or sleeve 49 being in honstant yielding engagementwiththe said ever. a

The same construction is; used conneciii! tion with theoperating mechanism for the or thimble or plunger andbearing at one end against an abutment thereof and at the other end againsta stationary collar 58 upon the shipper rod 52. v

The operating mechanism for the direct and indirect clutches is also similar thereto except that certain. of the parts are in duplicate in order to permit of the operation of one 'or the other of the said clutches when the shipper rod therefor is moved in either direction; This mechanism which is shown in detail in Fig. 9, includes a shipping rod 59, a bracket 60 secured last thereto, a rocking lever 61 fulcrumed in the said bracket, one end thereof being arranged to engagethe collar 34 and the otherend to embrace the shipper rod 59, two sleeves or thimbles or plungers 62*63 loosely mounted uponthe shipper rod 59, two collars 6465 secured last upon the shipper rods, and two helical springs 66-67 surrounding the said thimbles or sleeves and disposed under tension between the cellars 64tl5 respectively and abutments of the sleeves 62-63 whereby the said sleeves are normally forced together. in this instance, as the rocking arm 61is to move in either direction, the bracket is arranged to directly engage the sleevesto form a limiting stop therefor instead of to engage them through thei-ntermediation of the rocking lever ends, as in the construction shown inFigs. 6, 7 and 8, and 11. The width. of the bracket where it surrounds the shipper rod is just about equal to the width of the rocker arm-at this point, as clearly appears in Fig. 9, therefore while the rocker arm is free to move in one direction or the other and in such movement to move the sleeve 62 or the sleeve 63 against the tension ofjeither the spring 56 or the spring 67, the sleeve not so moved at the time will remain at rest against the braclret. 'In the construction. shown the movement oi the shipper rod to the left, as. the parts are:

viewed in Fig. 9, will bring about the engagemento-f the high Speeder direct clutch,

while the movement to the right, as viewed in Fig. 9, will cause the disengagement er.

the direct or main clutch and the'engagement of the indirect or driven shai t clutch, as will be well understood, and the same.

yielding connection is afiordeolin. connco tion with the operation of either of the said clutches as has been described in connection with the low speed clutch mechanism illustrated in Figs. 6, 7, and 8. The clutch opcrating mechanism for the intermediate or second speed clutch and which is illustrated in Fig. 10, is of a somewhat difierent nature and this is for the reason that while simultaneous movements in' the same direction must be imparted to the indirect'and low speed clutches when it is desiredto adjust theparts for low speed driving, and likewise simultaneous movements in the same direction must he applied to the main clutch and the reverse clutch when it is' desired, to adjust the parts for reverse driving, when. adjusting the parts for the intermediate or second speed driving, the movement to be imparted to the second speed or intermediate clutch is in a direction opposite to that required to be simultaneously imparted to the main clutch. As it is convenient to tion the lever mechanism is employed. in such a way as to reverse the movement of "move the shipping rods in the samedirecthe shipping red as imparted to the clutch.

For this purpose (see particularly Fig. 10) the bracket 68 for the rocking lever is 'secured fast to the casing22 instead of being carried by theshipper rod.- This bracket forms the supporting element for a lever 69, one end of which engages a collar 'l'll with which the gear wheel 29 is provided, while the other end embraces the shipper rod 'll. A sleeve or .thlmble plunger '52 is loosely mounted upon the shipper rod ill, a helical spring 73 surrounding the said sleeve. or thimble plunger and it upon the shipper rod and an abutment on the sleeve The sleeve rests against the rockper reel 71, actsthrough the rocker arm 69 to move the gear wheel 29 and clutch teeth 40 carried thereby, to the left. if the clutch teeth do not come into the clutch teeth 39 at the time the shipping rod" 71 is so moved, the spring 73 is compressed so that after the shipper rool T1 has completed its movement the energy thus stored in the spring i3 may be given up by,

completing the rocking movement of the lever; 69 necessary to bring about the clutch engagement. ris in the other cascsthe clutch elements may be positively withdrawn fro-m'engagement. when the shipping rod is moved to the left 'because at such time the relatively stationary collar 75 is in direct engagement with the rocking lever 69 for thus purpose. The general. principle in cluded in this method of operation and that described in connection with the other mechanisms, is the same, thedifference in the rocking extending under tension between a stationary collar collar 75 uponthe shipper rouer register-with method of applying it being that. in the present instance the leveris rocked to move the clutch elements 'and is held relatively stationary with respect to any such rocking movement when the spring yields as a result of movements applied .to the shipping rod and not partaken of by the clhtch element, while 1n the other constructions the lever remains relatively stationary so far as rods and clu and the yielding of the clutch or clutches with respect'to the operating and controlling lever mechanism therefor so as to permit complete throw of the latter before the clutch has been actually engaged. The springs operating the fork levers operate to hold the ends of the levers, which are contiguous to the shifter rods, against abutments on the shipper rods 52, the abutmentsbeing'designated-52 in Fig. 11, 75 in Fig. 10, and in Fig. 9, the bracket 60 constitutes an abutment which prevents one spring 66 or 67 from extending when the other spring is beingcompressed by the lever 61.

The several shipping rods are moved longitudinally in their clutch operating movements, by any suitable mechanism, and as a convenient means therefor I have shown the gearing as provided with a plurality .of

nested shafts 76-7778-79,the same being connected by means of arms 80-81- rectly connected together and high speed forward driving, 2'. (2., direct driving, results. For intermediate or second speed forward, the indirect or driven shaft clutch, and the intermediate or second speed clutch are simultaneously operated. The shafts 77 and 78 will be moved simultaneously for this purpose, the two shipping rods 5971 being moved together in the same direction- This will bring about the movement of the collar 34 with its clutch teeth 39 to the right, but the gear wheel 29 with its clutch teeth 40 will be moved to the left owing to the reversal of movement derived from the employment of the rocking lever 69. By referring to Fig. 12 the parts through which the driving movements are transmitted will be found to be as follows :--from the drive shaft and pinion to the spur gear 26,

thence through the shaft 23 and the intermediatepr low speed clutch 39 4O to the gear .wheel 29, thence through the gear wheel. 29 to the complementary gear wheel 27 upon the driven shaft 21, and thence through the indirect or driven shaft clutch 37-38 to the said driven shaft. Now assuming the parts back'to their normal inoperative position, a third speed forw rd driving connection is obtained by a\ si ultaneous movement of rotation imparted to the shafts ..77.79, si-

traced as follows :-from the drive shaft 20 and pinion 25 to the spur gear 26, thence through the shaft 23 to the -l0W' 0I' third speed clutch 39-41, thence through the gear 82- 83 with the shipping rods 52-59-7 1- wheel to the complementary gear wheel 44:respectively. The nested shafts 7 6-77- 78-79 are operated by any suitable lever controlling mechanism, for an example of which I refer to U. S. Letters Patent No.

ent specification it is merely necessary to point out that a movement of rotation in one direction of the shaft 77 which carries the arm 81 will, through its engagement ;the'same direction as that last mentioned of 't'he other shafts will, through the respec-' tive engagement of their operating arms with the various shipper rods, bring about i the operation of the intermediate, the low I .speed, and the reversing shafts.

When the high speed clutch alone is operated the 'driving and driven shafts are di-' 28 upon the driven sh aft, and thence through the indirect or driven shaft clutch 37-38 to the driven shaft 21. 'Again assuming. the

parts back to their normal inoperative positions, reverse driving connection is efiected by a simultaneous operation in the same direction of the shafts77-76, and by which corresponding movements are imparted to the shipper rods 59 and 52 to the right as viewed in the drawings. The result is a coengagement of the indirector driven shaft clutch 37--38 and the reversing clutch 42* 43.- The driving connection may now be traced in Fig. 12 as follows :-commencing from the drive shaft 20 and the pinion 25 to the spur gear 26 upon the shaft 23, thence through the gear wheel 31 to the gear .wheel 32 upon the reversingshaft, thence through the. reversing clutch 42-43 to the gear wheel 33 upon the reversing shaft, thence to. the gear wheel 28 upon the driven shaft, (recollecting that the gear wheels 33 and 28 are actually in mesh as accomplished the quadrant may be returned to its normal rest position, and in such case with the usual impositive lock. to tempoabove stated; and as appears in Fig. 4 though I not so shown in Fig, 12) and thence through the indirect or driven shaft clutch'37-38 to the driven shaft 21. While for convenience in construction I have arranged that the gear wheels shall 1n certain instances, slide upon their shafts, they never move sulhciently to bring their-- teeth out of mesh with the teeth of any gears 7 with-which they are. arranged at any time to intermesh.

F or the purpose of' locking the parts against movement except when they are released for that specific pu r;pose,-l have provided a locking quadrant 84 for coengagement with an arm- 85 upon the shaft 77 -which shaft it will be remembered is the shaft in operative engagement with the shi per rod 59,;for the direct and-indirect clutches. The quadrant 84 is provided with curved walls 86 arranged to receive a stud :37 upon the arm 85. When theshaft 77 is in its neutral positionfthis stud will be between the Walls as shown in Figs, 4 and 5, and movement of rotation of the shaft will be prevented. To release this arm it will be necessary to move the quadrant angularly about its axis, and an operating arm 88 connected by means of a link 89 with a" pedal, manual lever, or analogous device,

is provided for this purpose. @After the quadrants have been moved a sufficient distance' to release'the arm 85, the shaft may be moved in one direction or the other to operate the clutches. When this has been it will again hold the arm, this time against a return movement to the neutral position. If the arm 85 has'beenmoved in one direction the stud thereof will rest uponthe' out-' sideof the outer wall, While if it is moved in the other direction it will rest against the opposite side of the inner wall, all as will be well understood by reference to the v drawings. v

As the movement of the shaft 77 is necessary whenever any of the other shafts are moved, or, in other words, in every oper'a- 131011 of the clutch controll ng mechanism,

either the main clutch is-connected to producedirectdrive or is operated in connection with other clutches. Hence the locking of this part of the shaft accomplishes the locking of all of the clutch mechanism.

lhdvarious shipper rods may be provided rarily retain-them in their adjusted position, one of such irnpositive locking means being shown in Fig, Qin the form of a spring pin 88 arranged for engagement with notches 89 in the shipper rod 59. V

lit will he noted that the foregoing mech anism is highly condensed in form, the shafts-are extremely short permitting the bearings to be close together by which spring is avoided even though the shafts be made quite light in weight. Furthermore, in achieving thiscondensed' structure I have still retained the benefits of yielding conarrangement l have saved the room taken up thereby, in such a construction as is illustrated in U.'.S. Letters Patent No. 982,856 which were granted to me on the 31st day of January, 1911'. Indeed not only is this yielding clutch feature retained, but

- nections between the shipper rods and the clutch elements operated thereby. By. this bers, one being shiftable for carrying the teeth thereof into and out of interlocking engagement with the teeth of the other, and meansfor shiftingthe shift'a'ble member including a rocking operating arm, a carriage actuated in reverse directions by said arm, a lever pivoted to the carriage and-connected ,to the shiftable member, said carriage being formed with an abutment for the lever for limiting the one direction, the lever being normally engaged with said abutment, and a spring carried by the carriage and arranged to normally hold the lever against the abutment and to resist pivotal movement of the lever, substantially as and for the purpose described, -i

2. In a transmission gearing, driving and driven toothed power-transmitting memivotall movement thereof in v bers, onebeing shiftable for carrying the teeth thereof into and out of interlocking engagement with. the teeth of the other, and means for shifting the shiftable member in cluding an operating arm movable in re verse directions, a carriage actuated'in reverse directions by said arm, a lever pivoted to the carriage and connected to" the shift- ,ajole member, a plunger carried by the carriage and engaging the lever, and a sprung "acting on the plunger and arranged to resist movementof the plunger by the lever,

substantially as and for the purpose speci- -fied. a

3. In a transmission gearing, driving and driven toothed -power-transmitting members, one being shiftable for carrying the teeth thereof into and out of interlocking engagement with the teeth of the other, and means forshifting the shiftable members including a movable operating arm a carriage actuated in reverse directions by said arm, a lever pivoted to the carriage and its I connected to the shiftable member, the carriage being formed with an abutment for r the lever for limiting, the movement thereof" in one direction the-leverbeing normally 5 engaged with said abutment, a plunger supported by the carriage and arranged to engage the lever, and a spring actingon the plunger to hold the lever against the. abutment and resist pivotal movement of the lever, substantially as and for the purpose set forth. Y e

4. In a transmission gearing, three toothed power-transmitting members, one being interposed between the others and shiftable in" opposite directions for carrying the teeth thereof'into and out of interlockingengagement with the teeth of the other powertransmitting members, and means for shifting the shiftable member including a movable operating arm, a carriage actuated in reverse-directions by said arm, a lever piv oted to the carriage andfconnected to the shi-ftable'member, and springs carried bythe carriage and acting on the leverin opposite directions for yieldingly resisting pivotal movement ofthe lever in ,opposite directions, substantially as and for the purpose described.

5. In a transmission gearing, three tooth ed power-transmitting members, one-being interposed between the others and shiftable in opposite directions for carrying the teeth thereof into and out of interlocking engagef- 6. The com ination of a pair of toothed power-transmitting members, one being shlftable into and out of interlocking em as. and for gagement with the other, a shipper rod, a

' lever'pivoted to the ship er rod and being connected to the shiftab e member, and a spring carried by th'e shipper rod and acting on the lever to normally resist pivotal movement of the lever, substantiallyas and for the purpose set forth. 1

7. Clutch operating mechanism including a shipper rod,a bracket carried thereby, arocking lever fulcrumed-L upon: the saidhio br cket, a clutch element actuated by the sal lever, and a yielding spring between the said shipper rod and the said lever.

8. Clutch operating mechanism. including a shipper rod, a bracket carried thereby, a rocking lever fulcrumed .upon the said bracket, aclutch element actuatedby the said lever, a yielding spring for permitting movement of the said lever with respect to the shipper rod, in one direction, and a stop a for limiting the movementthereof in the other direction.

9.- Clutch operating mechanism including a shipping rod, a bracket carried thereby, a

rocking lever fulcrumed intermediate its ends upon the said bracket, a clutch element actuated by the lever, at one end'thereof, a yielding spring upon the said shipper rod for engagement with the other end of the lever,.'and an abutmentstationary with reso spect. tothe said shipper rod, for limiting ,themovement of the lever in the direction in which it is pressed by the said spring- 10. Tl'iie combination of three toothed power-transmitting members, one being ar- .ranged between the others and shiftable axially in-opposite directions from a neutral position to carry the teeth thereof into and out of interlocking engagement with the teeth of the other members, a shipper-rod, 90.

a lever pivoted to the shipper rod, and connected to th'eshiftable member, and springs carried by the shipper rod and acting on the lever in opposite directions, substantially as and for the purpose described.

CLARK W. PARKER. Witnesses:

F. B. GRAVES, 1

LYMAN S. ANDREWS, Jr. 

